Driver assistance system for driver assistance for consumption controlled driving

ABSTRACT

A driver assistance system for assisting a driver to achieve optimized driving of a vehicle includes a controller and a display unit. The display unit is configured to display at least one visually highlighted range, if a driving style of the driver or an accelerator pedal angle is in an efficiency range suggested by the controller.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation application of U.S. application Ser.No. 13/240,550, filed Sep. 22, 2011, which is now U.S. Pat. No.9,493,071 B2, which claims priority under 35 U.S.C. § 119 from GermanPatent Application No. DE 10 2010 041 544.8, filed Sep. 28, 2010, theentire disclosure of which is herein expressly incorporated byreference.

This application contains subject matter related to U.S. applicationSer. No. 13/240,798 entitled “Driver Assistance System for Assisting theDriver for the Purpose of Consumption-Controlled Driving,” now U.S. Pat.No. 9,242,653, and application Ser. No. 13/240,827 entitled “DriverAssistance System for Driver Assistance for Consumption ControlledDriving,” now U.S. Pat. No. 8,849,507.

BACKGROUND AND SUMMARY OF THE INVENTION

The invention relates to a driver assistance system for driverassistance for consumption controlled driving.

There exist a plurality of driver assistance systems that help thedriver, for example, by navigation, by controlling the longitudinaldynamics or by means of warnings while he is driving. Some driverassistance systems also consider to some extent measures for reducingthe fuel consumption. For example, DE 10 2007 006 501 describes anautomatic cruise control system that intentionally allows largerdeviations in order to reduce the fuel consumption. Furthermore, therealready exist navigation systems that offer the driver the possibility,when entering a destination, to choose a route from a selection ofefficient routes.

It is an object of the invention to improve a driver assistance systemof the above-mentioned type with respect to further reducing the fuelconsumption while simultaneously taking into account the intentions ofthe driver.

The invention achieves this and other objects by providing a driverassistance system for assisting the driver in consumption controlleddriving. The system includes an electronic control system and feedbackfunctions. The driver assistance system is characterized by a proactiveassistant consisting of a control system and a display as the visualfeedback function. The control system evaluates the speed and distancesas a function of the route data of a predetermined route combined withcurrent vehicle data such that the exact time or the route point, afterwhich a predetermined speed in a defined distance, can be reached inoverrun mode and/or in coasting mode. Upon reaching this exact time orthis route point, the control system sends by way of the display atleast one driving recommendation to release the accelerator pedal of thevehicle.

The invention is based on the following considerations, knowledge andideas.

When a vehicle driver plans a route with the current generation ofnavigation systems, the navigation systems provides the driver with theexpected trip duration and distance to the destination as the selectioncriteria for various routes. An improved efficiency oriented navigationsystem (for example, the future BMW green driving assistant) can offerthe automobile driver a tool that also informs him about the fuelconsumption on the route and, thus, helps him to select a fuelconsumption optimized route.

In the course of planning a route before the start of a trip, the drivercan compare the routes that offer the shortest driving time or thelowest fuel consumption. In order to help the driver make a decision,the green driving assistant lists not only the known criteria, arrivaltime and distance, but also the expected amount of fuel that will besaved. As a result, it is easy to decide whether the potential reductionin fuel consumption is worth a somewhat longer driving time.

In addition, while driving, the green driving assistant offers optionsto ensure that the driver will reach his destination even moreefficiently and comfortably. The assistant alerts the driver as soon asit registers that the remaining range is insufficient to reach thedesired destination with the current driving style and route. The systemshows whether the fuel consumption could be optimized by activating theECO mode (for example, by activating an ECO mode button) or by choosinganother route, in order to reach the destination nevertheless withouthaving to stop to refuel and, thus, without the associated loss of time.

If the driver wants to continue with the same driving style, the gasstation assistant of the green driving assistant allows the timing of astop at a gas station to be planned into the route. When offering thegas stations, the system takes into consideration whether the driverprefers a particular gas station company because it holds a customerloyalty card or a particular fuel and how great a detour would beinvolved due to the stop at the gas station. As soon as the driver hasdecided on a gas station, this station is entered into the navigationsystem as an intermediate destination, and the route calculation isadapted accordingly.

A driving and/or driver profile, learned by the navigation system,serves as the basis for calculating the range, arrival time and thereduction in fuel consumption for a route. In this context reference ismade to BMW's patent application DE 10 2009 039 092, which has not beenpublished yet. For example, an appropriate driver and/or vehicleadaptive algorithm in a control unit can learn the typical fuelconsumption preferably by means of a predetermined learning route (of,for example, about 500 km), which the green driving assistant uses toplan each new route.

As stated above, the vehicle may have, in principle, a selector button(ECO mode button), which offers the driver at the touch of this button anumber of options to ensure a fuel optimized driving style. A holisticapproach comprising the drive configuration and the display conceptoffers the driver the possibility of reducing his fuel consumption in anumber of different ways. The combination of the “proactive drivingassistant” and “coasting in neutral” (see below) significantly increasesthe potential to save fuel.

Therefore, the route data from the navigation system and the measuresfor an efficient driving style can be combined to save fuel. Inaccordance with the invention, the drive configuration, the displayconcept and the proactive driving assistant are the center of interestin the considerations and are explained by and large in more detailbelow.

Drive Configuration According to the Invention

When the driver activates the ECO mode by way of the selector button oranother switch (for example, in the center console of the dashboard),the invention provides that the power output available from the engineremains the same, but its performance characteristics change. Theaccelerator pedal characteristics and switching characteristics of theautomatic transmission and/or the shift point display of manualtransmissions are adapted in order to facilitate a more efficientdriving mode.

The accelerator pedal characteristic is a key factor in the driveconfiguration. The vehicle runs in ECO mode up to an accelerator pedaldeflection (or rather a gas pedal deflection) of preferably about 70percent. That is, an increase in deflection results in an increase inthe fuel optimized power output by suitably activating, in particular,the actuators of the internal combustion engine. If the driver leavesthis range, then the increasing pedal angle results in a transition tothe maximum power output. The accelerator pedal characteristic isconfigured such that this transition is intuitively easy to understandand can be found at any time. Consequently, in normal driving mode, itis possible to obtain a significant advantage in fuel consumption.However, if desired, in certain special situations, such as driving ontoa freeway or passing a vehicle, it is possible to request the increasedacceleration that is required for such situations.

Display Concept According to the Invention

If the driver switches over into the ECO mode, the displays, preferablymodified displays, in the instrument cluster of the dashboard can beactivated, thus motivating the driver to drive in a more efficientstyle. At the same time preferably an accelerator pedal recommendationis displayed, for example, instead of the current fuel consumption. Ahighlighted area (for example, in blue or green) symbolizes theefficient accelerator pedal range. If the driver leaves this range, thenthe increasing accelerator pedal angle marks a transition to the maximumpower output. In addition, the driver may have the option of defining acustomized ECO maximum speed (for example, between 90 km/h and 130km/h). If the driver exceeds this speed, he receives a reminder in theform of a so-called “ECO tip” on the display. Advantageous improvementsfor broadening the idea of an ECO tip concept are explained in theexemplary embodiment. The term “ECO tip” is defined as a suggestion tothe driver to execute a specific action for the purpose of reducing thefuel consumption.

The ECO mode enables the driver to save fuel and increase the range.This difference in the range is transmitted preferably in a new displayin the form of a “bonus range display”. In this way the driver is givendirect feedback about his success in saving fuel and is rewarded withbonus kilometers. The longer the driver continues to drive economicallyin ECO mode, the higher the number of bonus kilometers will be.

In addition, the driver can have the display show him a history of hisfuel consumption. He can see the mode, in which he has been driving, andhow high or low his average fuel consumption is. The “experiencetechnology” monitor, which can be displayed, when desired, gives visualexpression to the action that has been taken to ensure an efficientdriving style. The active systems are highlighted in an abstractedvehicle diagram, while the text provides more detailed information onthe status and effect of each function. In this way the customer canfind out which systems are activated and when they are activated, for abetter understanding and knowledge of the technology.

For example, it is possible to record a variety of additional data aboutthe trip using a mobile terminal device, and the efficiency of a tripcan also be analyzed outside the vehicle. One example of such anapplication is the concept of an iPhone App under the name MINIMALISMAnalyzer that is based on MINI Connected. It provides the customer in agame-like format with feedback about how efficiently he is acceleratingand how carefully he is decelerating in advance and how well he ischanging gears. The MINIMALISM Analyzer edits the data in a simple andinformative way. At the destination it enables the application toanalyze the trip, give tips for reducing the fuel consumption and allowsthe user to compare himself in a Community Ranking.

In addition, the ECO mode has the functions active coasting in neutraland proactive driving assistant that enable an even more efficientdriving style.

Proactive Driving Assistant According to the Invention

In the ECO mode the “proactive driving assistant” is also active. Ithelps the driver to anticipate future driving situations and to makeoptimal use of the kinetic energy of the vehicle. The vehicle knows thespeed limits, tight curves and turn-offs and calculates the exact timeat which the driver can let the vehicle coast efficiently. The vehicleknows the appropriate situations due to the data from the navigationsystem; the pointer appears, for example, in the instrument cluster onthe dashboard and/or in the head-up display, thus preferably in thedriver's direct line of vision. The proactive driving assistantconsiders the deceleration behavior, based on current vehicle data androad profile data, and also takes into consideration whether the vehiclehas the active coasting in neutral function (see below). The proactivedriving assistant allows the vehicle to coast at the right times and, inso doing, save fuel without impeding the vehicles following behind. Inaddition, future versions of the proactive driving assistant will usecurrent traffic and route data from the so-called “learning navigationsystem” (see below) in order to optimize its prediction.

Active coasting in neutral is a function that is intended for automaticvehicles and that is especially advantageous in conjunction with the ECOmode. If the driver takes his foot off the gas, the transmissionautomatically disconnects the drive connection between the motor and thetransmission. The only forces now braking the vehicle are the rollingresistance and the air resistance. With an appropriately forward lookingdriving style the frictional losses in the drive train can be eliminatedand, in so doing, save fuel. When the driver gives the brakes a lighttouch, the vehicle engages again automatically and continues to slowdown in overrun mode with the so-called “engine brake.” Even if thedriver eases off the brake again, the vehicle continues to coast down tolower speeds, and the brake energy regeneration continues to save fuel.If the driver accelerates again and then takes his foot off the gasagain, the vehicle coasts again. Needless to say, all driving controland stability systems remain active when the vehicle is in coastingmode. The active coasting mode uses the kinetic energy that alreadyexists in the vehicle.

Although the engine continues to consume fuel in the active coastingmode, the fuel consumption in neutral mode is relatively low. The fuelconsumption advantage of the active coasting in neutral mode over thesimple engine braking lies in the fact that active coasting avoidsfrictional losses and—when used with a proactive driving style—can bemaintained over longer distances, because the vehicle rolls much furtherwhen it is coasting than when slowing down under the engine brake.

In addition to the preset configurations, the scope of the ECO mode canbe customized. For example, the ECO mode functions—ECO maximum speed andactive coasting in neutral—can be turned on or off individually.Furthermore, the driver has the option of selecting a specificefficiency program that is intended for the interior comfort and thatincludes a climate program and a special management of the electricconsumers. Active coasting in neutral can enhance and/or supplement theproactive driving assistant in an advantageous way.

In addition, it must be pointed out that the ECO mode measures for thedrive configuration, the display concept and the proactive assistanceincluding the ECO tips could in principle always be active even withoutthe ECO mode button or could also be automatically activated as afunction of certain conditions.

Other objects, advantages and novel features of the present inventionwill become apparent from the following detailed description of one ormore preferred embodiments when considered in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic drawing of the accelerator pedal characteristiccurve in conjunction with the drive configuration according to anembodiment of the invention;

FIG. 2 is a schematic drawing of the function blocks of a program modulefor executing a proactive assistant according to an embodiment of theinvention, especially in the form of a deceleration assistant; and

FIG. 3a to FIG. 3d are examples of the inventive display concept inconjunction with possible ECO tips, in particular specific ECO tips forthe drive configuration and for the proactive driving assistant.

DETAILED DESCRIPTION OF THE DRAWINGS

FIG. 1 shows by way of example an internal combustion engine controlunit MS that obtains the position of the accelerator pedal (acceleratorpedal angle FP) as the input signal and generates a driving power AL asa function of an accelerator pedal characteristic. The control unit MScan be a part of a more complex driver assistance control system (1, 2;FIG. 2) or work together with the same. In FIG. 1 the deflection of theaccelerator pedal FP, also called the command from the driver or theaccelerator pedal angle, is plotted on the abscissa, and the availabledriving power AL, which can also be represented as the engine torque ordriving force at the wheels or as the acceleration, is plotted on theordinate.

In principle, it holds that at a constant gear ratio the driving powerAL increases with the increasing accelerator pedal angle FP. At amaximum accelerator pedal angle FP=100%, the maximum available drivingpower AL=100% is requested. The accelerator pedal characteristic is thecharacteristic that maps the correlation between the accelerator pedalangle FP and the requested driving power AL or more specifically therequested engine torque. In this respect the accelerator pedalcharacteristic can also be a function of the current engine speed, thechosen gear or the vehicle speed.

In general it holds: the higher the driving force at the wheels, thehigher is the necessary power that has to be provided by the drivesystem. In FIG. 1 an accelerator pedal characteristic from the prior artis shown with the dashed and dotted line. The current fuel consumptionof an internal combustion engine increases with the requested drivingpower. In vehicles with electric drive or in hybrid systems the demandfor power from the energy accumulator increases accordingly. Thus, thedriver has a direct effect on the fuel consumption of the vehicle by wayof the accelerator pedal.

According to the current state of the art, an acceleration pedal doesnot give any feedback about the driving power that is recommendable forfuel optimized acceleration from a fuel consumption viewpoint. Thedriver does not receive any support in order to maintain a moderateacceleration level that would enable the customary driving style ineveryday traffic with an absolutely reduced fuel consumption. Thus, afuel optimal acceleration is possible only with the necessary expertknowledge and an extremely sensitive operator control of the acceleratorpedal (above all, in the case of vehicles with a veryimmediate/sportsman-like response behavior). Unskilled drivers sharplyincrease the fuel consumption by accelerating and braking unnecessarilyoften and/or by accelerating too fast.

The drive configuration according to the invention introduces anaccelerator pedal characteristic for a relaxed and fuel optimizeddriving style as an aid for a driver lacking the requisite expertknowledge about the consumption characteristic of a motor vehicle. Thisnew accelerator pedal characteristic can be implemented in the vehiclein conformity with the standards or can be called up via a specificvehicle mode (for example, ECO mode). Its purpose is to help the driverreduce the fuel consumption of the vehicle. The invention divides, asshown in FIG. 1, the accelerator pedal characteristic into three rangesB1, B2, and B3. The range B1 enables moderate, fuel optimal driving,whereas the range B3 stands for sportsman-like, dynamic driving with theoption of requesting the full driving power. The individualcharacteristics of this accelerator pedal characteristic are explainedin greater detail below.

Starting at an accelerator pedal angle of 0%, a metering range B1 forrelaxed driving with negligible fuel consumption is defined. As theprogression of the accelerator pedal deflection FP increases, thedriving power AL for optimal fuel reduction is increased only moderatelyin range B1 and enables the driver to avoid any unnecessarily aggressiveacceleration and then thereafter braking operations. The resultingrelaxed driving style will have a positive effect on the fuelconsumption.

If the driver continues to push down on the accelerator pedal FP, thenotification range B2 shows very little and preferably no progressionand, thus, signals the driver that he is about to leave the range B1 andto enter the range B3. This plateau-like range B2 in the acceleratorpedal characteristic makes it easy to find again the maximally availabledriving power AL_max1 in range B1. This maximum driving power AL_max1 inrange B1 is the result of a compromise between the drivability (minimumdynamics in everyday traffic) and the fuel consumption characteristicfor the respective motor vehicle.

The departure point is that point that is located at the end of theplateau and represents the right limit of the notification range B2. Ifthis point is exceeded, the driver is in the dynamic range B3. A steepaccelerator pedal progression enables a sportsman-like dynamic drivingstyle up to reaching the full load, in order to provide the necessarypower ranges, for example, for passing maneuvers or driving up freewayramps.

The transition from the very flat range B2 into the steep range B3 isconveyed to the driver by the steep rise in the driving power ALfeedback concerning the departure from the fuel optimal range B1. Thesudden spurt in the driving power can be expressed even more clearly bya simultaneous backshifting. In addition, the driver can be informedabout the current accelerator pedal position FP by means of a display(see FIG. 3a ), in order to avoid overstepping the departure point.

Due to the inventive accelerator pedal characteristic for implementing arelaxed driving style in motor vehicles, the absolute fuel consumptionof motor vehicles can be reduced by an appropriate driving style. Thissaving of fuel is achieved primarily by selecting lower accelerations.In general, accelerating in a plane results in a higher distance relatedfuel consumption than constant driving in the plane. Thus, at firstglance moderate accelerations result in an additional consumption offuel due to the longer acceleration distance. However, the absolute fuelconsumption during acceleration is lower than is the case with aconventional acceleration, because less engine power has to berequested. Owing to the targeted matching of the accelerator pedalcharacteristic map and the departure point with the fuel consumptioncharacteristic of the internal combustion engine, the amount of fuelthat is saved by a moderate acceleration exceeds the additional fuelconsumption. The result is a decrease in the absolute fuel consumptionover the entire distance and enables a significant fuel consumptionadvantage in everyday traffic over the conventional accelerator pedaldesigns.

FIG. 2 shows possible components of a proactive driving assistant as theprogram modules. The program modules can be integrated into anelectronic control unit or into several control units, such as in thealready existing navigation system, an internal combustion enginecontrol unit, an automatic cruise controller (ACC) and/or an additionallongitudinal dynamics control unit. All of the program modules formaltogether one control system for the driver assistance system accordingto the invention.

FIG. 2 shows advantageous function blocks as the program modules in acontrol system in order to facilitate even more the proactive driving,in particular to give instructions for proactive braking in advance withthe goal of minimizing the fuel consumption (deceleration assistant). Inthe embodiment from FIG. 2 the control system is integrated, forexample, into two control units 1 and 2.

One control unit 1 may be, for example, an expanded electronicnavigation unit (navigation system) that typically includes, inparticular, the map data 5, a route calculating block 7 and a so-calledADAS module 6 for obtaining route data. ADAS (advance driver assistancesystem) is an already existing navigation software for routeoptimization from the company TeleAtlas for obtaining route data tosupport proactive driving. Route data items are, for example,differences in altitude, route profiles (straight or curvilinear roads)or other landscape geometry. Furthermore, traffic signs can be evaluatedfrom the map data 5.

The route data, such as the differences in altitude, route profiles,tight curves, turn-offs and certain traffic signs for speed limits orplaces, are transmitted from the navigation unit 1 to a longitudinaldynamics control unit 2, which receives the vehicle data, such as thedrive torque, the vehicle speed or the coasting status, as additionalinput signals. These input signals are processed in the function block 8for evaluating speeds and distances. The results of the evaluation inthe function block 8 are fed to a deceleration algorithm 10.Furthermore, the function block 8 transmits the slope from the routedata as the input signal of a driving resistance calculating block 9.Block 9 calculates the currently possible deceleration as a function ofthe vehicle data and the slope. The resulting deceleration profile isalso fed from block 9 to the deceleration algorithm 10.

If there is an ECO mode switch (as stated above in general terms), thedeceleration algorithm 10 can also receive the status of this switch(open arrow to block 10) as information. The deceleration algorithm 10calculates, for example, the exact time or route point, at which thevehicle can be rolled down in overrun mode to a reduced target speed inthe future (braking situation). If a braking situation is active, thenpreferably, on the one hand, a braking display 3 instructing the driverto execute a certain action is transmitted, and, on the other hand,control units—combined herein as block 4—are actuated accordingly forthe purpose of controlling certain efficient operational strategies (forexample, recuperation). Advantageous details and operating principles ofthe braking display 3 are explained in greater detail below in FIGS. 3ato 3d in conjunction with additional displays 30.

FIG. 3a is a schematic drawing of a control system 40 for implementing adriver assistance function, such as the deceleration assistant depictedin FIG. 2. The control system 40 may be, for example, the combination ofthe program modules 1 and 2 in the exemplary embodiment from FIG. 2. Thecontrol system 40 may consist of multiple control units, for example anavigation control system, an internal combustion engine control unit,an automatic transmission control unit, a brake control unit and/or adriving speed control unit (for example, ACC). The program modules thatare required for the invention may be integrated into a variety ofdifferent control units. The control units interact, for example, viabus systems and actuate in the customary manner the necessary actuatorsthat are connected to said bus systems.

If the control system 40 is supposed to send a display 30 to giveinstructions to the driver, then certain control information istransmitted to a display unit 20—in this case preferably to aninstrument cluster.

In the display unit 20 an ECO display 30 is implemented according to thedisplay concept of the driver assistance system according to theinvention. The display concept provides the ECO display 30 in the(activated) ECO mode, preferably in place of the conventional fuelconsumption display.

The ECO display 30 is preferably a bar displaying a range B that ishighlighted (for example, brighter illumination or illumination in aspecific color (green or blue) or constant illumination), if the drivingstyle or the accelerator pedal angle FP is in an efficiency rangesuggested by the control system 40. The marker D also shows the driver,preferably in addition, how well he is following the suggested range Bby the adjustment of the accelerator pedal angle FP.

When applied to the exemplary embodiment from FIG. 1, the marker D inthe display range B would appear, according to the accelerator pedalposition FP, in the accelerator pedal range B1. In the accelerator pedalrange B1, the display range B would be highlighted.

If the driving style or the accelerator pedal angle is or becomesinefficient, the visual highlighting of range B is reset (for example, adarker light or an intensive rich gray colored illumination or blinkinglight). In a preferred embodiment the highlighting would be, forexample, light blue in this case—not light gray (which, however, cannotbe shown due to the black/white drawing).

A recommendation for reducing the accelerator pedal angle or for makingany other change in the driving style is conveyed preferably by theappearance of an illuminated arrow E in the efficient direction.

Preferably, in the ECO display 30, the efficiency range B is followed bya dynamic range C, which, however, is not highlighted, if theaccelerator pedal angle is in this range C, in which, for example, onlythe marker D is placed.

When applied to the exemplary embodiment from FIG. 1, the marker D inthe display range C would appear, according to the accelerator pedalposition, in the accelerator pedal range B3. In the accelerator pedalrange B3 the display range B would not be highlighted. If theaccelerator pedal angle were 0%, thus, in overrun mode, then preferablyin addition to the display range B, a display range A could also behighlighted in order to indicate an energy recovery, for example, bymeans of recuperation.

In addition to the bar display, the ECO display 30 can send ECO tips inthe form of symbols F and/or in the form of short text instructions ortext information G.

When applied to the exemplary embodiment from FIG. 2, the decelerationassistant can display an image shown as a symbol F in FIG. 2 and FIG. 3a. This image conveys the need to reduce the speed in the near future.Even though any expected traffic sign (speed limit, place name signs,entrance ramp . . . ) could be displayed, in this case, however, asymbol F is used that consolidates the functions—in this case a roadwith an arbitrary km/h limit—in order to make it easier for the driverto recognize again the situation and not to be diverted by too manydifferent symbols. An additional advantageous design of the inventivedisplay concept, in this case particularly the ECO display 30, has a“success display”—herein as text information G—that shows the driver theincreased range that he has gained or the amount of fuel that he hassaved with his efficient driving.

FIG. 3b shows three possible different text instructions G as additionalexamples in conjunction with the braking assistant. In FIG. 3b theexamples are configured so that, in particular, range B will not behighlighted until the recommended driving style is executed. In thiscase, for example, the highlighting would have been in light blue—notlight gray—(but, again, cannot be depicted here due to the black/whitedrawing).

FIGS. 3c and 3d show additional examples of the display conceptaccording to the invention, where shaded areas equal highlighted areas,and non-shaded areas equal unhighlighted areas. Therefore, highlightedis only the display range B in the display examples 100 and 200 and thedisplay range A in the display example 200.

In the display example 100 in FIG. 3c , the driver is following theinstructions, such as the efficient accelerator pedal characteristicaccording to FIG. 1: marker D in display range B (highlighted)corresponding to accelerator pedal position FP in range B1.

In the display example 200 in FIG. 3c , the vehicle is in therecuperation mode (overrun mode), that is, optimal efficiency.

In the display example 300 in FIG. 3c , the range B is, first of all,not highlighted; secondly, the arrow E appears; third, the acceleratorpedal appears as the symbol F; and fourth, the marker D is in thedynamic range C. Therefore, according to the exemplary embodiment inFIG. 1, the accelerator pedal position FP is in range B3. The driver isshown an ECO tip “take the foot off the gas” based on the acceleratorpedal position inefficient driving style due to the demand for too higha load.

In the display example 400 in FIG. 3c , the arrow E and thecorresponding symbol F convey to the driver that he has exceeded aself-set economical maximum speed threshold—an ECO tip for reducing thespeed.

In the display example 500 in FIG. 3d , the ECO tip for switching theautomatic transmission from sports program S to economical (=efficient)normal driving program D is conveyed by the symbol F.

In the display example 600 in FIG. 3d , the ECO tip for changing into6th gear is conveyed by the symbol F and the familiar shift pointdisplay.

In the display example 700 in FIG. 3d , the ECO tip for changing intoneutral gear N is conveyed by the symbol F and the familiar shift pointdisplay.

In the display example 800 in FIG. 3d , the ECO tip for reducing thespeed is conveyed by the symbol F.

In particular, the combination of the display examples 100 to 300 of thedisplay concept is advantageous for the drive configuration according tothe invention. In particular, the combination of the display examples inFIG. 3b of the display concept is advantageous for the decelerationassistant and/or the proactive driving assistant. The display examplescan also be combined, as shown in FIG. 3 a.

In principle, the drive configuration, the display concept and theproactive assistant, as well as the ECO tips, represent inventions thatcan be implemented independently of each other. However, in the presentcase they are combined together in an especially advantageous way toform a holistic approach for increasing the efficiency or, morespecifically, reducing the fuel consumption.

The aforementioned measures can be broadened to form a proactive energymanagement that is even more complex and that teaches the vehicle tothink with and ahead of its driver. The following are some examples.

Information that is already on hand in the vehicle and comes from, forexample, the navigation unit is used to predict the next situation, inwhich the vehicle will find itself. Typical events are, for example,traffic jams, slopes, speed limits or low traffic zones. The operatingstrategy can focus on these boundary conditions and react optimally. Asan alternative, the information from the proactive driving function canbe used to optimize an additional key factor of the fuel consumption:the driving style. Therefore, the aim is to improve and develop thedriver assistance system in such a way that it can help the driver usethe information in a preventive way, for example, for a future brakingsituation at a speed limit. If, for example, the driver will soon bechanging from the rural road to the freeway, the coolant temperature isthen reduced by the anticipatory heat management in order to providemore engine power output. In the event of urban trips, however, thetemperature is raised, because there is no expectation of high loadsthat require special cooling. The result: less internal engine frictionand higher efficiency. If, for example, a hybrid vehicle approaches alonger downhill section, a commensurate message is sent to the on-boardcomputer. This computer orders that the generator be uncoupledbeforehand and that the charging of the battery be shifted to overrunmode when driving downhill. If a limited or low traffic zone isdetected, then the battery is prepared beforehand for maximum electricdriving.

The present generation of navigation systems is extremely popular amongdrivers as a reliable means of guidance to the destination. However,these navigation systems do this only if they are told where they aresupposed to go. Using artificial intelligence, the future so-calledlearning navigation systems will also be able to foresee the destinationof the trip without the driver having to enter it beforehand, to givewarnings of traffic jams and to reduce fuel consumption.

For this prediction it is necessary for the learning navigation systemto learn (become acquainted with) the driver and the route. For eachdriver the system builds a protected portfolio that stores theinformation about the driver's trips. Destinations, short-cuts andsecret paths as well as the time of day and, for example, the seatingassignment can serve as information. With all of this information thetrip is much more comfortable. Warnings about traffic jams in sufficienttime, the rapid selection of the most probable—not the last orstored—destination, and the synchronization with a personal calendar ina smartphone are only the first of many possible features.

Networking of the self-learning navigation system with the systemsinside the vehicle opens up particularly useful possibilities, forexample, anticipatory energy management measures (see above).

The many data items absorbed by the learning navigation system are notonly useful to the individual driver but also practical for allnavigation users. They include, for example, information about the routecharacteristic, thus, slopes, curve radii and speed limits. These dataitems are compared with the digital map database and help to improvesystematically the map database. However, information about the trafficflow or the fuel consumption can also be learned and shared with othervehicles.

With this learned knowledge the navigation system can suggest to thedriver, for example, an especially fast or an especially low usageroute. The intelligent prediction also benefits from the learnedinformation of all vehicles. The prediction about the route ahead of thedriver becomes more accurate; potential errors in the map data arecorrected, and the prediction concerning the traffic situation ahead ofthe vehicle is improved. In this way the anticipatory energy managementsystem in the vehicle can work even more accurately and efficiently.

The foregoing disclosure has been set forth merely to illustrate theinvention and is not intended to be limiting. Since modifications of thedisclosed embodiments incorporating the spirit and substance of theinvention may occur to persons skilled in the art, the invention shouldbe construed to include everything within the scope of the appendedclaims and equivalents thereof.

What is claimed is:
 1. A driver assistance system for assisting a driverto achieve optimized driving of a vehicle, the driver assistance systemcomprising: a controller that is configured to suggest an efficiencyrange to the driver; and a display unit that is configured to display atleast one visually highlighted range when an accelerator pedal angle isin the efficiency range suggested by the controller, wherein the displayunit is also configured to display a visually highlighted range when adriving style of the driver is in the efficiency range suggested by thecontroller, and the display unit displays a recommendation for reducingthe accelerator pedal angle or for changing the driving style bydisplaying an illuminated arrow pointing toward an efficient direction.2. The driver assistance system according to claim 1, wherein thedisplay unit displays marker, which informs the driver of how well thedriver is following the suggested efficiency range via an adjustment ofthe accelerator pedal angle.
 3. The driver assistance system accordingto claim 1, wherein if the controller determines that the driving styleor the accelerator pedal angle are inefficient, the at least onevisually highlighting range is reset.
 4. The driver assistance systemaccording to claim 3, wherein the reset of the at least one visuallyhighlighting range is displayed as a dark light, or an intensive richgray colored illumination, or a blinking light.
 5. The driver assistancesystem according to claim 1, wherein the at least one visuallyhighlighted range is followed by a dynamic range that is nothighlighted, if the accelerator pedal angle falls within the dynamicrange.
 6. The driver assistance system according to claim 1, wherein ifthe accelerator pedal is not depressed, in addition to the at least onevisually highlighting range, an energy recovery range is highlighted inorder to indicate an energy recovery mode.
 7. The driver assistancesystem according to claim 1, wherein the display unit displays an imageshown as a symbol or text information conveying a need to reduce thespeed to achieve the efficiency range suggested by the controller. 8.The driver assistance system according to claim 7, wherein the symbolconsolidates multiple functions in order to make it easier for thedriver to recognize the symbol and to prevent driver confusion caused bydisplaying different symbols.
 9. The driver assistance system accordingto claim 1, wherein the display unit is further configured to display asuccess display that shows the driver an increased range that the driverhas gained or an amount of fuel that the driver has saved.
 10. Thedriver assistance system according to claim 1, wherein the display unitdisplays a recommended energy optimization action.
 11. The driverassistance system according to claim 10, wherein when the acceleratorpedal angle is in a given range the recommended energy optimizationaction is displayed as a text message asking the driver to take thedriver's foot off a gas pedal.
 12. The driver assistance systemaccording to claim 10, wherein when the driver has exceeded a self-seteconomical maximum speed threshold the recommended energy optimizationaction is displayed as at least one of an arrow and a correspondingsymbol.
 13. The driver assistance system according to claim 10, whereinwhen the driver operates an automatic transmission of the vehicle in aprogram other than an economical driving program, the recommended energyoptimization action is displayed as a symbol asking the driver to switchthe automatic transmission to the economical driving program.
 14. Thedriver assistance system according to claim 10, wherein when the driveroperates a transmission of the vehicle in a gear other than the highestgear, the recommended energy optimization action is displayed as asymbol asking the driver to switch to the highest gear of thetransmission.
 15. The driver assistance system according to claim 10,wherein the recommended energy optimization action is displayed as asymbol asking the driver to switch a gear of a transmission of thevehicle to neutral.